Governor controlled apparatus for preventing release of contaminants from an internal combustion engine



April 1957 F. E. MCKINLEY 2,787,990

GOVERNOR CONTROLLED APPARATUS FOR PREVENTING RELEASE OF CONTAMINANTS FROM AN INTERNAL. COMBUSTION ENGINE Filed March 19, 1956 mm an IN VEN TOR.

Arm/aw V5 GOVERNOR CONTROLLED APPARATUS. FOR PRE- VENTING RELEASE OF CONTAMINANTS FROM AN INTERNAL COMBUSTION ENGINE Fred E. McKinley, Paramount, Calif. Application March 19, 1956, Serial No. 572,277

4 Claims. (Cl. 123-119) The present invention relates generally to the field of internal combustion engines and more particularly to a novel apparatus for preventing the release of contaminants from the exhaust thereof.

It is well known that the exhaust gases issuing from the internal combustion engines of automotive vehicles constitute a prime source of the so-called smog which exists in and around the principal population centers of the country. The harmful effects of this smog upon both animate and inanimate objects is likewise very well known. Although many forms of apparatus for preventing the release of contaminants from the exhaust gases of such engines have been heretofore-proposed, such devices have for various reasons proven to be unsatisfactory and accordingly are not now in general usage.

It is a major object of the present invention to provide an effective apparatus for preventing the release of contaminants from the exhaust of an internal combustion engine.

Another object of the invention is .to provide an apparatus of the aforedescribed nature which may be readily installed upon the engine of any conventional automotive vehicle.

It is another object of the invention to provide apparatus of the aforedescribed nature which includes means for recycling exhaust gas through the intake manifold of the engine during deceleration.

Another object is to provide apparatus of the aforedescribed nature that is simple in design and rugged of construction whereby it may afford a long and troublefree service life.

It is yet another object to provide apparatus of this nature that is foolproof and entirely automatic in operation.

A further object is to provide apparatus of the aforedescribed nature which does not in any way eifect the operation of the engine during other than deceleration conditions.

Another object is to provide apparatus of the aforedescribed nature which is compact in size' and light in weight. I

These and other objects and advantages of the present invention will become apparent from the following detailed descrip i n. when aken in conj n t n with the appended drawings, wherein:

Figure 1 is a partially diagrammetric side elevational view of a preferred form of apparatus embodying the present invention mounted upon a conventional internal combustion engine; and

Figure 2 is a view similar to Figure 1 but showing. the parts of the apparatus during deceleration ofsaid engine.

Referring to the drawings, a preferred form of'apr paratus embodying thepresent invention is shown mounted upon the side of an internal combustion engine having an intake manifold I, an exhaust manifold "E, and a carburetor C. The exhaust manifold I is connected to .a tail pipe T. The carburetor C is operated by means of States PatentO grounded, as indicated at 56.

2,787,990 Patented Apr; 9, 1957 an accelerator pedal A. The engine also includes a conventional electrical generator G.

The carburetor C is carried by a hollow support 10. One side of this carburetor support 10 is formed with a flanged opening 12. The upper end of a curved bypass pipe 14 is rigidly secured to this flanged opening 12. The lower end of the by-pass pipe 14 is rigidly secured to a T-fitting 16. The upper end of the T -fitting 16 is connected to a. flanged opening 18 formed on the exhaust manifold E. The lower end of the T-fitting 16 is rigidly secured to the tail pipe T. A fuel shut-off valve 22 is mounted within the carburetor support 10 above the flanged opening 12 so as to control communication between the carburetor C and the intake manifold l. A re-cycling valve 24 is also mounted within the carburetor support 10 adjacent the flanged opening 12. re-cycling valve 24 controls communication between the by-pass pipe 14 and the intake manifold I.

Referring to Figure 1, during operation of the engine other than deceleration, the fuel shut-off valve- 22 will be arranged in open position while the recycling valve 24 will be arranged in a closed position. Accordingly, the carburetor C will be in free communication with the intake manifold I While the 're-cycling valve 24 will prevent the how or" re-cycled exhaust gas into the intake manifold 1. Referring now to Figure 2, during deceleration of the engine, however, the fuel shut-off valve 22 will be arranged in a closed position while the re-cyeling valve 24 will be opened. Accordingly, during decelera- 'tion of the engine, the closed fuel shut-off valve 22 will prevent the flow of fuel from the carburetor C to the intake manifold I, while at the same time, the opened recycling valve 24 will permit exhaust gases to be recycled from the exhaust manifold E into the intake manifold I.

More'particularly, both the fuel shut-off valve 22 and the re-cycling valve 24 may be of the butterfly type. Other types of valves, however, may also prove satisfactory. The fuel shut-off valve 22 is pivotally supported within the carburetor support 1'0 by means of a horizontal shaft 26. The re-cycling valve 24 is likewise pivo'tally supported within the carburetor support '10 bya second horizontal shaft 28. Externally of the carburetor support It), the shaft 26 is keyed to a crank 30. The horizontal shaft 28 is likewise keyed to a second crank 32 aligned with the first crank 30. The free ends of these cranks 30 and 32 are pivotally interconnected by a rigid lever 34. The first crank 30. is formed with an extension '36. This extension 36 is pivotally connected to the free end of the plunger 40 of an electric solenoid 42. The solenoid plunger 4% is constantly biased towards its extended position of Figure 1 by a coil compression spring 44. This compression spring 44 is interposed between the front of the solenoid housing 46 and a retainer 48 that is aflixed to the intermediate portion of the plunger. The midportion of the solenoid housing 46 is pivotally interconnected to a bracket 5.0 by means of a horizontal pivot pin 52. The bracket 50 is rigidly affixed to an arm 54 forming an integral. extension-of the carburetor support During operation conditions of'the engine other than deceleration, the solenoid 42 will not be energized. Referring to Figure 2, at such time as the solenoid is energized, however, its plunger 40 will be partially. retracted so as to effect clockwise rotation of the arm 30 and hence of both the fuel shut-off valve 22 and the recycling valve 24. One terminal of the solenoid 4d is 'The other terminal is connected by ahead 58 to the output terminal 60 of an electric switch 62. The .input terminal 54 Of the switch 62 is connected, to the output terminal .66 of a second switch 68 'by a lead 70. The output terminal "72 o'ftlie 3 switch 68 isconnected to one terminal 74 of the electric generator G by a lead 76. The other terminal 78 of the generator is grounded, as indicated at 80. The accelerator pedal A is connected to the carburetor C by suitable conventional linkage. This linkage includes a horizontally extending longitudinally movable rod 82. A bumper member 84 is rigidly afiixed to this rod 82. The upper end of the bumper member 84 carries a set screw 86. The front end of the set screw 86 is aligned with an actuator button 88 that protrudes from the switch 62. As indicated in Figure 1, at such time as the accelerator pedal is depressed, the set screw 86 will be spaced rearwardly and out of engagement with the switch button 88. At this time the parts of the switch will be disposed in an off position. Referring now to Figure 2, when the accelerator pedal A is released, the rod 82 will be moved to its forward position so that the set screw 86 engages and depresses the switch button 88. This will cause the parts of the switch to be moved to an on position.

The generator, G includes a shaft 90 which carries a conventional fly-ball governor F. This governor F includes a pair of front arms 92 each having one of their front ends pivotally secured to the front end of the governor shaft 90 by a pin 94. The distal ends of these arms 92 are pivotally interconnected to the front end of a pair of rear arms 96. The rear end of these arms 96 are pivotally connected to a slider element 98 which is longitudinally slidably disposed upon the generator shaft 90. The slider 98 is constantly biased rearwardly on the generator shaft 90 by suitable spring means (not shown). Suitable weights 100 are mounted at the point of interconnection of the arms 92 and 96. The slider 98 is formed with a groove 102 wherein is disposed the free end .of a switch arm 104. The opposite end of this switch arm is pivotally afiixed to the switch 68 at 106.

The switch 68 includes an actuator button 108 which is engageable by the switch arm 104.

Referring to Figure 2, during engine speeds below idling, the parts of the governor will be disposed in their dotted outline position of this figure. As the rotational speed of the engine and hence the generator shaft 90 increases, the weights 100 will undergo radially outward movement under the influence of centrifugal force. Such movement of these weights will cause the slider element 98 to undergo forward longitudinal movement along the generator shaft 90. This movement of the slider element 102 will cause the switch arm 108 to be rotated in a counterclockwise direction to its solid outline position of Figure 2. In this manner, the lever will engage and depress the actuator button 108 of the switch 68. This will in turn cause the parts of the switch 68 to be moved from an o position into an on position.

In operation and referring to Figure 1, assuming the vehicles driver is exerting downward pressure upon the accelerator pedal, the set screw 86 of the bumper member 84 will be spaced rearwardly from the switch button 88. Accordingly, no electric current may pass between the generator G and the solenoid 42. The spring 44 will at this time be maintaining the fuel shut-off valve 26 in an open position and the re-cycling valve 24 in a closed position. Referring now to Figure 2, and assuming that the vehicle is undergoing forward motion, when the driver releases the accelerator pedal A, the set screw 86 will engage and depress the switch button 88. Atthis time, assuming that the rotational speed of the generator shaft 90 is sufficient to maintain the weights 100 in their radially outward position, the lever 104 will be engaged with the button 108 of the second switch 68. The parts of this switch 68 will then be disposed in an on position. Accordingly, current will flow from the generator G to the first switch 62. If the driver now releases the accelerator pedal A so as to permit the vehicle to decelerate, the set screw 86 will engage. and depress the button 88 of the switch 62 so as to move the parts of this switch into an on position. This will permit current to flow to the windings of the solenoid 44 so as to effect their energization. The solenoid plunger 40 will then be partially retracted so as to urge the fuel shut-off valve 26 to a closed position and the re-cycling valve 24 to an open position. This will cause the flow of fuel from the carburetor C into the intake manifold I to be cut off. Concurrently, exhaust gases will be free to re-cycle from the exhaust manifold B through the by-pass pipe 14 into the intake manifold 1. Under these conditions, the contaminants usually produced by the engine during deceleration due to the existence of an excess of fuel within its combustion cha1nbers will not come into existence. Additionally, the intake manifold I will be maintained in a heated and dry condition by the re-cycled exhaust gases. Accordingly, when the fuel shut-off valve is again opened, the fuel flowing into the intake manifold will be sufficiently vaporized as to undergo immediate combustion. The introduction of the exhaust gas within the intake manifold I below the fuel shut-off valve 20 also prevents the fuel from being drawn around the periphery of the fuel shut-off valve 26 due to the high vacuum normally created within the intake manifold during deceleration of the engine. At the conclusion of the deceleration period, when the driver again depresses the accelerator pedal A, the set screw 86 will again be retracted from the button 88 of the microswitch 62. This will immediately permit the parts of the microswitch 62 to be moved into an off position so as to cut off the flow of electric current from the generator G to the solenoid windings 42. Accordingly, the spring 44 will return the valves 24 and 26 to their normal position of Figure 1. If, on .the other hand, at the end of the deceleration period the driver allows the vehicle to come to a stop, the parts of the governor P will gradually assume their dotted outline position of Figure 2 as the rotational speed of the engine decreases. Accordingly, the lever 104 will release actuator button 108 of the switch 68 and cause the parts of the latter to be moved from an on position to an off" position. The flow of electric current from the generator G to the solenoid windings 42 will accordingly be cut off and permit the spring 44 to return the valves 24 and 26 to their normal position of Figure 1.

Although the intake manifold I is shown as being connected to a conventional carburetor, it will be apparent that various other fueling devices may be employed, such as a conventional fuel injection arrangement. It will also be apparent that various other modifications and changes may be made with respect to the foregoing description without departing from the spirit of the invention or the scope of the following claims.

I claim: .1. Apparatus for preventing release of contaminants from the exhaust of an internal combustion engine during deceleration, said engine including an intake manifold, a carburetor, an accelerator and a generator, comprising: a fuel shut-off valve interposed between said carburetor and said intake manifold; fluid conduit means interconnecting said exhaust and said intake manifold;

a re-cycling valve interposed in said fluid conduit means;

means normally maintaining said fuel shut-off valve open and said re-cycling valve closed; electric solenoid means connected to said valves whereby upon energization thereof said solenoid means will close said shut-off valve and concurrently re-open said re-cycling valve; an electric switch operable by said accelerator for effecting energiza tion of said solenoid, said switch being moved to an on position when said accelerator is released; electric conduit means for conducting electric current to said solenoid and connected to said electric switch; a speed-responsive governor driven by said generator; and a second electric switch interposed in said electric conduit means and operatively connected to said governor, said second switch being moved to an on position when the rotational speed of said generator exceeds a predetermined value.

2. Apparatus for preventing release of contaminants from the exhaust of an internal combustion engine during deceleration, said engine including an intake manifold, a carburetor, an accelerator and a generator, comprising: a fuel shut-off valve interposed between said carburetor and said intake manifold; fluid conduit means interconnecting said exhaust and said intake manifold; a re-cycling valve interposed in said conduit means; spring means normally biasing said fuel shut-off valve open and said re-cycling valve closed; electric solenoid means connected to said valves whereby upon energization thereof said solenoid means will close said shut-oil valve and concurrently re-open said re-cycling valve against the force of said spring means; an electric switch operable by said accelerator for effecting energization of said solenoid, said switch being moved to an on position when said accelerator is released; electric conduit means for conducting electric current to said solenoid and connected to said electric switch; speed-responsive governor driven by said generator; and a second electric switch interposed in said electric conduit means and operatively connected to said governor, said second switch being moved to an on position when the rotational speed of said generator exceeds a predetermined value.

3. Apparatus for preventing release of contaminants from the exhaust of an internal combustion engine during deceleration, said engine including an intake manifold, a carburetor, an accelerator and a generator, comprising: a fuel shut-off valve interposed between said carburetor and said intake manifold; fluid conduit means interconnecting said exhaust and said intake manifold; a re-cycling valve interposed in said conduit means; means normally maintaining said fuel shut-off valve open and said re-cycling valve closed; electric solenoid means connected to said valves whereby upon energization thereof said solenoid means will close said shut-off valve and concurrently re-open said re-cycling valve; linkage interconnecting said accelerator and said carburetor includ- 6 7 ing a rod; a bumper secured to said rod; a set screw carried by said bumper element; an electric switch having an actuating element aligned with said set screw, said switch being moved to an on position when said accelerator is released so as to thereby energize said solenoid; electric conduit means for conducting electric current to said solenoid and connected to said electric switch; a speed-responsive governor driven by said generator; and a second electric switch interposed in said electric conduit means and operatively connected to said governor, said second switch being moved to an on position when the rotational speed of said generator exceeds a predetermined value.

4. Apparatus for preventing release of contaminants from the exhaust of an internal combustion engine during deceleration, said engine including an intake manifold, a carburetor, an accelerator and a generator, comprising: a fuel shut-off valve interposed between said carburetor and said intake manifold; fluid conduit means interconnecting said exhaust and said intake manifold; a re-cycling valve interposed in said conduit means; spring means normally biasing said fuel shut-off valve open and said re-cycling valve closed; electric solenoid means connected to said valves whereby upon energization thereof said solenoid means will close said shutofi valve and concurrently re-open said re-cycling valve against the force of said spring means; linkage interconnecting said accelerator and said carburetor including a rod; a bumper secured to said rod; a set screw carried by said bumper element; an electric switch having an actuating element aligned with said set screw, said switch being moved to an on position when said accelerator is released so as to thereby energize said solenoid; electric conduit means for conducting electric current to said solenoid and connected to said electric switch; a speed-responsive governor driven by said generator; and a second electric switch operatively connected to said governor, said second switch being moved to an on position when the rotational speed of said generator exceeds a predetermined value.

No references cited. 

